No model



. No. 749,401. PATENTED JAN. 12, 1904.

L. W. PULLEN. ELECTRIC RAILWAY.

APPLIUATION FILED APR.18, 1.90s.

2 SHEETS-SHEET 1.

N0 MODEL.

THE mums PET-CR5 ca. wow-urns, wAsmMcTN. n. z

PATENTED JAN.12, 1904.

W. PULLEN. ELECTRIC RAILWAY.

APPLICATION FILED APR. 18, 1903.

2 SHEETSSHEET 2.

H0 MODEL.

F/6f4 w" n av r;

THE NORRIS PEYERS co, vnofoumm WASHINGTON. n

UNITED STATES Patented January 12, 1904.

PATENT OFFICE.

LEON W. PULLEN, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO WIRELESSRAILWAY COMPANY, OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OFDISTRICT OF COLUMBIA.

ELECTQRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 749,401, dated January12, 1904.

I Application filed April 18, 1903. Seria1No.l53,155. (No model.)

sylvania, have invented an Improvement in. Electric Railways, of whichthe following is a I specification.

My invention has reference to electric railways; and it consists ofcertain improvements,

which are fully set forth in the following specification and shown inthe accompanying drawings, which form a part thereof.

' The object of my invention is to provide means adapted to existingrailways for operating an electrically-propelled car and whereby thecircuit for supplying current to the car is only completed at pointsadjacent to the car as it travels over the working or supply conductorsor contact-blocks. In this manner the supply-conductor may be inclosedor protected beneath the road-bed and contactblocks upon the surface putinto electric circuit with the said supply-conductor only when andduring the time the car is passing them and the supply of current to themotor on the car received from said contact-blocks when in closedcircuits.

In carrying out my invention I provide the road-bed with a series ofspecially-constructed electromagnetic switches adapted to be energizedby magnets or pole-pieces upon the car whereby they will closeautomatically for a period corresponding to the time the car is overthem. These switches control a series of branch circuits receivingcurrent from a supply-circuit and supply it to contact-blocks upon thesurface ofthe track. I I provide the car with one or more electricmotors to propel it and magnets for operating the electromagneticswitches, whereby said switches may be automatically energized andcaused to close and open the circuits in succession as the car passesthem and make electric contact with the contact-blocks arranged alongthe railway. The car is further provided with a long travelingcontact-shoe or collector adapted to make contact with thecontact-blocks along the track and has capacity for adjustment relativethereto, the length of said shoe bearmature.

ing somewhat greater than the distance between two successivecontact-blocks, so as to at all times make electric circuit with oneblock before breaking contact with another.

My invention also comprehends details of' construction which, togetherwith the above features, will be better understood by reference to theaccompanying drawings, in which Figure 1 is a longitudinal elevation ofan electric railway and car with part in section embodying my invention.Fig. 2 is a crosssection of same on line 2 2. Fig. 3 is an enlargedsectional end view of one of the magnetic switches. Fig. 4c is a frontView of samewith part broken away, and Fig. 5 is a cross-sectionof thetraveling contact-shoes.

A represents the rails, which may, if desired, constitute thereturn-circuit. B represents the cross-ties, and C represents a seriesof electromagnetic switches arranged along the railway-trackand carriedby the crossties. These switches consist of two upright slotted frames CC, of insulating material andloosely supporting a tubular armature F, ofiron, which has capacity of being raised in the slotted frames. Securedabove these frames C are arranged contact-caps C C the lower or contactportions C within the slots of the frames C being made recessed orinverted-V-shaped to present a more extended surface for contact withthe tubular These contact-caps or those portions thereof constitutingthe contact parts C are preferably made of iron and faced with copper toinsure a more perfect contact. The contact parts C of the contact-capsare insulated from the upper or exposed portions, as it is evident thatwhile the magnetic influence shall be exerted through the parts C C tothe armature the current delivered to the parts C should not bepermitted to reach parts C An inclosing box or case of nonmagneticmaterial properly insulated incloses the parts above described andextends to the surface of the road-bed. As shown, these cases consist ofa base part E supporting the upright parts C, and a cover E, boltedthereto at E to make a Water-tight joint.

E is a contact-block of metal secured to and insulated from the cover Eof the box and having a connection 6 with one of the contactcaps CAsphaltum or other insulating material may be employed over the coverupon each side of the contact-block E. The contact-caps C may be carriedby the cover E and either or both be insulated from said cover toprevent short-circuiting thereby. The other contacts C of thecontact-caps C of each of the switches are connected by a branch circuitd with the supply-conductor D, which may be insulated and embedded inthe road-bed or otherwise extended along the railway. The asphaltum orconcrete of the road-bed is preferably slanted from the center down tothe rails with a slight grade, so as to cause the water to drain awayfrom the contact-blocks located centrally between the rails of thetrack.

The car G is provided with any suitable electric-motor equipment G forpropelling it,

, which may be controlled by a controller L of any form or type. Thecurrent is delivered from the collector under the car by circuit S tothe controller L and then to the motor and finally to the rail returnthrough the axles. The collector consists of two wheels J J, journaledto rotate on horizontal axes arranged at a distance apart and aboutwhich an endless metal collectingband K travels. As shown, this band mayconsist of an endless coil-spring K surrounded with a coil wearing orcontact surface K, which can be replaced when worn. Any other form ofcollector may be employed, if so desired, and it is evident that it neednot be of endless character where mere sliding frictional contact aloneis required. The length of this collector K is somewhat greater than thedistance between two contact-switches C C, so that it is in contact withthe contact-block of one switch before breaking connection with the nextone in the rear. Arranged adjacent to the collector and upon each sidethereof is a pole-bar I, which bars, respectively, travel over thecontact-caps C C so as to magnetize them and the armatures F while thecar is passing above the switch-boxes for causing the said armatures Fto rise and form an electric connection between the two contacts of thecontact-caps. In this way the current is led from the supply-conductor Dthrough wires d, thence through the armatures and contacts of thecontact-caps to the contactblocks E, from which it is delivered to thecollector K and thence to the motor. The pole-bars are connectedtogether by transverse portions and so as to constitute aninverted-V-shaped structure, which may be permanently magnetized.Surrounding the horizontal portions of this magnetic structure I preferto arrange two sets of coils M and N, the former being designed toproduce a strong electromagnetization of the pole-bars when the car isin operation and the latter to produce a temporary magnetization for thepurpose of initially causing the pole-bars to lift the armatures F whenit is desired to put the car into operative condition. The coils M arein a circuit m, connected at one end with the axle or frame of the carand at the other end with the collector, and may have a switch Wcontained therein for opening this circuit when required, such as mightexist in case it was necessary for the operator to get under the car forany purpose and when it would be advisable to shut off the current fromthe contact-blocks E. The coils N are in circuit 0, containing asecondary or other battery P and a switch B, so that when it is desiredto start the car upon leaving the station or after the switch W had beenopened, as above explained, the current from the battery may be suppliedto the coils N, and thus magnetize the pole-bars I sufiiciently to causethem to pick up the armatures F. This action is only momentary if theswitch W is closed, as then the coils M continue the magnetization. Inpractice the coils M would be of high resistance and the coils N of lowresistance to suit the difference in the voltage of the railwaycurrentand the battery-current. In case the magnet structure is to be apermanent magnet of great strength then it is possible to dispense withthe coils M and N; but I prefer to use them. It is also evident thatwhen the coils are employed it would not be necessary to have the bars Ipermanently magnetized, though they are preferably made so. Thepole-bars are preferably adjustable vertically for adj ustmentrelatively to the switches, and this may be secured by means of thedevices 2', consisting of screws and nuts, supporting the polebars ormagnets. It is advisable that the polebars I be made longer than theoperative length of the collector-band K, so that the armatures F shallbe brought into closed circuit with the contact-cap C before thecollector K reaches its contact-block E and shall also hold up thearmature in the switch to the rear until after the collector K has leftthe contactblock of said switch. In this way the switches are out ofelectric circuit at the moment the armatures are lifted, therebypreventing any arcing or burning out of the switches. These switches Care in operation two-pole switches, since they have two air-gaps-onebetween each of "the contacts C and the armature F. This will allow ofshorter lifting distance for the armature, and hence a lower strength ofmagnet to lift them than would otherwise be necessary.

In the operation of this system the contactblocks E are only in circuitwhen under the influence of the pole-bars, so that at all other parts ofthe railway there is no possibility of danger from exposed livecircuits.

The magnet-bars I I .constitute north and south poles, and these actingthrough the contact-caps C strongly magnetize the armature F, whichbeing of tubular iron and sheathed with copper at its ends is light andeasily lifted. It is to be understood that while the contact portions Cof contact-caps C are preferably of iron they need not be so; but insuch case the magnetic strength of the'polebars would have to begreater. These polebars are not allowed to touch the switch-boxes, butare preferably adjusted as close to them as is practical in thecommercial operation of the apparatus. While I prefer the constructionherein set out,I do not confine myself to the details thereof, as theymay be modified without departing from the spirit of the invention.

Having now described my invention, what I claim as new,and desire tosecure by Letters Patent, isl 1. In an electric railway, the combinationof a series of magnetic switches arranged along the railway and eachhaving a loose gravityactuated magnetic armature placed transversely tothe length of the track and two contact-caps having contacts toconstitute a twopole switch, a supply-circuit having branch conductorscontrolled by the series of switches for supplying current to exposedportions on the surface of the railway, an electricallypropelled carhaving a collecting device for receiving current from the exposedportions of the branch circuits when the switches are closed, and amagnet having north and south poles arranged parallel to each other andextending in the direction of the length of the car and respectivelyabove the two contactcaps of the magnetic switches, and means forvertically adjusting the magnet structure to and from the road-bed andcontact-caps.

2. In an electric railway, the combination of a series of magneticswitches arranged along the railway and each having a loosegravityactuated magnetic armature placed transversely to the length ofthe track and 'two contact-caps having contacts to constititute atwopole switch, a supply-circuit having branch conductors controlled bythe series of switches for supplying current to exposed portions on thesurface of the railway, an electrically-propelled car having acollecting device for receiving current from the exposed portions of thebranch circuits when the switches are closed, and a magnet having northand south poles arranged parallel to each other and extending in thedirection of the length of the car and respectively above the twocontactcaps of the magnetic switches.

3. In an electric railway, the combination of a series of magneticswitches arranged along the railway and each having a tubular armatureof magnetic material placed transversely to the length of the track andtwo magnetic contact-caps having contacts to constitute a two poleswitch, a supply circuit having branch conductors controlled the seriesof switches forsupplying current to exposed porthe poles, and anenergizing-circuit including the coils.

4:. In an electric railway, the combination of a series of magneticswitches arranged along the railway and each having a tubular armatureof magnetic material placed transversely to the length of the track andtwo magnetic contact-caps having contacts to constitute a two poleswitch, a supply circuit having branch conductors controlled by theseries of switches for supplying current to exposed portions on thesurface of the railway, an'electrically-propelled car having acollecting device for receiving current from the exposed portions of thebranch circuits when the switches are closed, a magnet having north andsouth poles arranged parallel to each other and extending in thedirection of the length of the car and respectively above the twocontact-caps of the magnetic switches, one or more magnetic coils uponthe magnet between the poles, an energizing-circuit including the coils,and independent energizing means for the magnet carried by the car andunder the control of the operator for energizing the magnet when themagnetic switches are open.

5. In an electric railway, a series of magnetic switches arranged alongthe road-bed for supplying current to the motor consisting of aninclosed case, combined with two magnetic contact-caps in the upper partof the case and having contacts insulated therefrom, a contact-blockarranged above and insulated from the case and electrically connectedwith one of the contacts of the contact-caps, an electric circuitsupplying current to the contact of the other contact-cap, a transversemagnetic armature arranged below the two caps and adapted to be raisedunder magnetic attraction, and insulating-supports for the armature forholding it close to the contactcaps with freedom of upward movement.

6. In an electric railway, a series of magnetic switches arranged alongthe road-bed for supplying current to the motor consisting of aninclosed case, combined with two contactcaps having contacts arranged inthe upper part of the case and insulated therefrom and in which saidcontact-caps are made of magnetic material, a contact-block arrangedabove and insulated from the case and electrically'connected with thecontact of one of the contactcaps, an electric circuit supplying currentto the contact of the other contact-cap, a transverse armature arrangedbelow the two caps and adapted to be raised under magnetic attraction,and insulating-supports for the armature for holding it close to thecontact-caps with freedom of upward movement.

7 In an electric railway, a series of magnetic switches arranged alongthe road-bed for supplying current to the motor consisting of aninclosed case, combined with two contact-caps in the upper part of thecase and insulated therefrom and each having a contact part presentingmore than one point of contact for the armature, a contact-blockarranged above and insulated from the case and electrically connectedwith one of the contact-caps, an electric circuit supplying current tothe other contact-cap, a transverse tubular armature arranged below thetwo caps and adapted to be raised under magnetic attraction, andinsulating-supports for the armature for holdcaps having contacts ofmagnetic material faced with copper, a transverse tubular armature ofmagnetic material faced with copper, a supply-conductor extending alongthe railway, branch conductors leading from the supply-conductor to oneset of contacts of the contact-caps of each switch structure, conductorsconnecting the other contacts of the contact-caps respectively with theseries of contact-blocks, and insulating-supports for the armature,contact-blocks and contact-caps.

In testimony of which invention I hereunto set my hand.

. LEON W. PULLEN. Witnesses:

R. M. HUNTER, R. M. KELLY.

